Starter control



Oct. 27, 1964 R. c. STRAUSS STARTER CONTROL Criginal Filed 061;. 8 1951 10 Sheets-Sheet 1 INVENTOR.

BYWAM R. C. STRAUSS STARTER CONTROL Oct. 27, 1964 10 Sheets-Sheet 2 Original Filed Oct. 8, 1951 IN VENTOR Oct. 27, 1964 10 Sheets-Sheet 4 INVENTOR.

BYPWGM Oct. 27, 1964 R. c. STRAUSS 3,

STARTER CONTROL Original Filed Oct. 8, 1951 10 Sheets-Sheet 5 g' Q/ZgJ ,2 a /25? 4 5/ 7 /35/ I350 INVENTOR.

Oct. 27, 1964 R. c. STRAUSS 3,

STARTER CONTROL Criginal Filed Oct. 8, 1951 10 Sheets-Sheet 8 INVENTOR.

BYWCAM Oct. 27, 1964 R. c. STRAUSS 3,153,943

STARTER CONTROL duc /f 2 M3 9 I154 /40 INVENTOR.

BYWC.W

964 R. c. STRAUSS 3,153,943

STARTER CONTROL Original Filed Oct. 8, 1951 10 Sheets-Sheet I0 United States Patent 3,153,943 STARTER QONTRUL Raymond C. Strauss, 933 5. Forest, Ann Arbor, Mich. Original application Oct. 8, 1951, Ser. No. 250,334, now Patent No. 3,035,563, dated May 22, 1962. Divided and this application Oct. 21, 1955, Ser. No. 541,877

27 Claims. (Cl. 74-472) This invention which is a division of my copending application Serial No. 250,334, filed October 8, 1951, now Patent No. 3,035,563, issued May 22, 1962, relates generally to motor vehicles having change speed transmissions and, in particular, to a device for positioning the transmission selector lever of a motor vehicle at an out-of-gear position for safe motor starting conditions. It also provides a method for starting the motor in an out-of-gear position upon the turning of the ignition key to on, and further provides a method for combining thes features so that the selector lever Will be automatically or manually returned to the out-of-gear position before automatically or manually starting the motor.

It is well known that in operating a motor vehicle starting should be accomplished while the motor is out of gear. This precaution is especially important where automatic transmissions are used, since with in-gear starting they have the deceptive quality of seeming to be in neutral until the operator pumps the accelerator for motor warmup with the result that the vehicle begins to move.

Many manufacturers, for this reason, employ a circuit breaking switch for the starter which permits starting only when the selector lever is moved to an out-of-gear position such as neutral or parking. Such an arrangement requires the driver to first manually shift out of gear and then press the starter button, usually a two-handed operation that frequently distracts and confuses the driver, especially in heavy trafilc.

Certain types of semi-automatic starters partially alleviate this situation by combining, for example, the accelerator with the starter, the clutch with the starter, or the ignition switch with the starter, all of them, however, first requiring manual movement of the selector lever to an outof-gear position.

One of the main objects of this invention is to provide a means for returning the selector lever automatically from an in-gear position to an out-of-gear position as soon as the motor stops.

Another object of this invention is to provide a means for returning the selector automatically from an in-gear position to an out-of-gear position and to combine it with a manual starter or an already built-in semior fullyautomatic starter.

A further object of this invention is to provide the abovementioned automatic return-to-neutral feature wherein the lever is locked out of gear with means for engaging the starter until the motor restarts, with the ignition on, then to disengage said starter and unlock said selector for manual repositioning at an in-gear location.

Another object of this invention is to provide such a means which maybe installed upon a vehicle as an accessory quickly and simply.

Another object of this invention is to provide such a means which may be built into the vehicle at the time of manufacture at one of several strategic locations upon the Chassis.

A further object of one form of this invention is to provide a safe, out-of-gear condition as soon as the operator turns the motor off, and to provide a closed starter circuit except for the ignition switch, so that by simply later turning the ignition switch on the motor will automatically start and the operator can safely warm the motor up by pumping the accelerator, it being possible at any time after restarting the motor to move the lever to an in gear position.

A further object of this invention is to provide an auto matic method for returning the selector lever to an out-ofgear position, lifting the lever where necessary in moving to the neutral position to clear safety detents, barriers, and terraces blocking the lateral path of the selector lever.

A still further object of this invention is to provide an automatic method for returning the selector lever from any in-gear position to an out-of-gear position in case the out-of-gear position lies between in-gear positions.

A further object of this invention is to provide an arrangement whereby the selector lever can be manually moved under motor-stalled conditions to an out-of-gear position, so that the starter will automatically be engaged to start the motor and subsequently disengaged, for manual return to an in-gear position.

A still further object of this invention is to provide an arrangement whereby the selector lever can be manually moved under motor-stalled conditions to an out-of-gear position through a lateral motion, such lateral motion manually engaging the starter when the selector lever arrives within the out-of-gear location, release of such lateral pressured motion breaking the starter circuit.

A still further object of this invention is to provide a means for locking out the automatic neutral starting mechan sm so that if the driver wishes to keep the vehicle in gear for pushing to start the motor the selector lever will remain at all times at the position in which it has been placed.

Another object of this invention is to provide visual and even audible indication of motor stoppage through the automatic lateral movement of the shift lever to the neutral position, a definite advantage to the driver of a vehicle which has a quiet running motor.

Another object of this invention is to provide a manually motivated but automatically responding means for returning the shift lever to neutral position whenever the foot, clutch, hand or similarly operated manual starter is engaged.

Another object of this invention is to provide an auto matic means, upon stopping of the motor, for moving the shift lever into parking position, whereupon, as soon as the vehicle speed drops to 2 or 3 miles per hour, a locking pawl, customarily built into this type of automatic transmission, locks the driving wheels against rotation, it being further possible to add the feature of restarting the motor automatically in this out-of-gear condition with subsequent free-ing of the shift lever for in-gear positioning.

Another object of this invention is to provide a mechanism which will selectively position the shift lever at neutral or parking positions, after stopping of the motor, depending upon the positioning of the ignition key.

Another object of this invention is to provide a mechanism for first moving the shift lever to neutral before moving it to parking position, in the case where the parking position is located in the same position as a iacent to the reverse gear position.

Another object of this invention is to provide a manually loaded mechanism which will eject the shift lever from an in-gear to an out-of-gear position where the motor of the vehicle may be manually or automatically restarted.

Another object of this invention is to provide an automatic means for moving the shift lever when the motor stops to an out-of-gear position, at which position manual pressure upon the shift lever in either an in-gear direction or out-of-gear direction will complete the starter circuit for a motor restart.

Another object of this invention is to provide an automatic means for moving the shift lever when the motor stops to an out-of-gear position, at which position manual pressure upon the shift lever in either an in-gear or outof-gear direction will complete the starter circuit for a motor restart, along with further automatic means which, when the motor is stopped and the ignition switch is otI, will cause the shift lever to move to the parking position, upon removal of the ignition key from the ignition switch.

Other objects and features of the invention will appear upon consideration of the drawings wherein like reference characters refer to like parts throughout the views:

FIGURE 1 is an overhead perspective view of one form of the automatic neutral starter, fluid pressure operated, with'the selector lever assembly mounted on the steering column of the motor vehicle, a side view of a portion of the vehicles manifold and carburetor mounted on the engine block, and a cross sectional view of the accelerator pedal with flexible shaft assembly interconnecting the pedal with fluid pressure assembly of the automatic neutral starter;

FIG. 2 is a cross sectional view of another type of fluid pressure assembly incorporating a governor controlled solenoid; 7

FIG. 3 is an overhead perspective view of an accessory form of the automatic neutral starter attached by universal means to the selector lever assembly of the vehicle through mounting on the steering column, and a side elevation of a portion of the vehicles manifold and carburetor mounted on the engine block; v

FIG. 4 is a perspective and somewhat diagrammatic view of an ignition switch mask showing transparently the electrical switch contacts used in one accessory form of the invention;

FIG. 5 is a cross sectional view through the perpen-. dicular center. of the ignition switch mask shown in FIG. 4;

FIG. 6 is a side elevational view of a portion of the usual accelerator linkage, and flexible shafting attaching thereto joining the accelerator linkage to the fluid pressure assembly of an accessory form of the invention;

'FIG. 7 is a perspective view of another form of the invention wherein the reverse gear positionof the automatic transmission is isolated from the other gear positions, the transmission being shown in reverse gear position and the mechanism being under motor-operating conditions;

FIG. 8 is an overhead perspective view of the form of V the invention shown in FIG. 7, but with the selector lever shown to be in neutral position, the out-of-gear position, and. the mechanism to be under motor-operating conditions;

FIG. 9 is an overheadperspective view of the form of the invention shown in FIGS. 7 and 8, but with the selector lever shown to be a drive-range position and the mechanism to be under motor-operating conditions, there being included a side elevational view of a portion of the motors manifold and carburetor mounted on the engine block;

FIG. 10 transmission with the usual shift lever projecting through the automatic neutral starter mechanism superimposed thereon to engage the exposed shifter arm of the transmission, along with a side elevation view of the vehicles ignition-starter switch adapted to cooperate with the solenoid unit;

vacuum switch out into the diagrammatically shown starter circuit interconnected with the solenoid circuit;

-' FIG. 17A is a cross sectional view of an hydraulicneutral-parking positioner combined with a manually operated starter control as well as a cross-sectional view of an ignition switch parking control assembly; 7

FIG. 17B is a cross-sectional view of a. vacuum neutral-parking positioner combined with a manually 0perated starter control for use with the ignition switch parking control assembly depicted in FIG. 31;

is a side elevational view of an automatic its side and the fluid pressure motivatingunit of the. neutral starter mounted thereon along with suitable cooperating members;

motivating unit of the neutral starter combined .With the vehicles starter, there being also shown a pinion gear. and a fragment of the flywheel and, ring gear of the FIG. 18 is a side elevation view of a selector lever range cage and a cross sectional view of an automatic vacuum actuated switch in combination with a diagrammatic view of the starter circuit of the motor vehicle;

FIG. 19 is a side elevation view of a selector lever range cage with embedded electrical contact points in combination with a diagrammatic view of the starter circuit of the motor vehicle;

FIG. 20 is a perspective view of a vacuum operated neutral positioning mechanism for the shift lever in combination wtih a semi-automatic foot starter, the latter shown in dotted lines;

FIG. 20A is a cross-sectional view of the vacuum neutral positioning unit shown in FIG. 20;

FIG. 21 is a side elevation, cross-sectional view of a vacuum operated neutral positioning mechanism for the shift lever incorporating a holding coil along with an automatic motor restarting circuit, as well as a dash mounted, manual control for withholding said mech nism from operation, if desired;

FIG. 22 is a side elevational view in partial crosssection of a governor controlled vacuum operated neutral positioning mechanism and restarting circuit;

FIG. 23 is a side elevation, cross-sectional view of a governor actuated neutral positioning mechanism and restarting circuit; Y

FIG. 24 is a side elevation, cross-sectional view of a manually actuated neutral positioning mechanism linked with a dash-mounted, manually operated starter;

FIG. 25 is a side elevation and cross-sectional view of v a diaphragm actuated neutral and parking position mech-' anism along with a plan view of the ignition switch assembly used therewith;

FIG. 26 is a side elevation, cross-sectional View of a combination diaphragm and solenoid actuated neutral and parking position mechanism along with a plan view of the ignition switch assembly used therewith;

FIG. 27 is a side elevation, cross-sectional view of a diaphragm actuated neutral and parking position mechanism along with a plan view of the steering column of the vehicle and certain shuttle parts employed;

FIG. 28 is a side elevation, cross-sectional view of a ratcheting, manually loaded neutral and parking position mechanism along with a plan view of the steering column of the vehicle as Well as a cross-sectional .view' of the customary ignition switch and an accessory form of trip ping mechanism for returning the shift lever to neutral and parking positions;

FIG. 29 is a plan view of the tripping mechanism masking the ignition switch shown in FIG. 28;

FIG. 30A shows a cross-sectional view of a tandem piston mechanism for ejecting the shift lever to neutral and park positions along with an ignition key controlled switch for effecting such movement;

FIG. 30B is a fragmentary plan view in cross section of the ignition key assembly of FIG. 30A;

FIG. 30C shows an alternate arrangement of a portion of the electric circuit employed in FIG. 30A;

FIG. 31 is a perspective of an accessory-type shift lever assembly and neutral-park position mechanism in crosssection;

FIG. 32 shows in cross-section the ignition assembly portion of the neutral-park positioning mechanism of Fl 31; and

FIG. 33 shows in cross-section the neutral-park positioning mechanism of FIG. 31 in another operative position.

Referring now to the drawings for a more detailed description of the present invention and more particularly to FIG. 1 thereof, there is illustrated a conventional type of gear selector lever assembly generally designated at 1, employed in progressively selecting the reverse, low, and drive range of an automatic torque converter type of transmission as well as the neutral and park positions.

Assembly 1 employs a conventional shift lever 2, basically pivoted at bearing point 3 in shaft 4, firmly joined to masking hood 5, lever 2 entering shaft 4 at slit 6. Shaft 7, with arm 8 attached at its upper end, passes telescopically through shaft 4, the free extermity of 8 ending in an upwardly projecting elongated pivotal bearing 9 which pivots at 10 around lever 2 under hood 5 cut away at line 41-41, arm 8 also entering shaft 4 at slit 6. Lever assembly 1, by way of shaft 4, is carried near the top end in bearing housing 11, against the upper side of which the lower side of hood 5 bears frictionally. Housing 11, furthermore, is firmly welded to steering column 12, at the upper end of which is shown to be rotatably mounted steering wheel 13. Bearing housing 14, also firmly welded to steering column 12, carries lever assembly 1 at its lower end, there being threadably attached to the lower end of shaft 4 in assembly 1 a collar to bear against the underside of bearing 14. The outer lower surface of shaft 7 has embedded elongated detents 1 5, collectively designated, in alignment with range selection positions shown on the selector quadrant 17 welded to steering column 12,

the detents to register with ball 2% riding in drilled aperture 21 of bearing 14, and held pressed against shaft 4 by spring 22, threaded cap 23 cooperating with bearing 14 to confine spring 22 against ball 26.

Quadrant 17 displays the customary letters R, L, D, N, and P to designate reverse, low, drive, neutral, and park, moving pointer 24- being firmly affixed to hood 5 at point 25 for rotation by lever assembly 1. Spring 25 passes over the exposed projecting lower end of shaft 7 to bear against collar 15 and crank base 27 which caps the lower end of shaft 7 and carries downwardly projecting crank arm 28 with tooth 29 as well as ball-end shifter arm 18 connecting to transmission linkage 15. Crank arm 23 is in alignment with the set-back terrace of arm 58, later to be discussed in further detail, which carries the electrically non-conducting base 3%} in countersunk area 31 through attaching screws 32 and 33, there being embedded in the base so electrical conducting plate 34 countersunk in area 35 of base 30 and attached to 34? by screw 36.

A range cage 37, having on its arcuate periphery laterally projecting barriers 3S and 39 along arcuate shoulder 40, is welded at its heel portion to steering column 12. It engages tooth 29 of arm 23 and limits the lateral movement of tooth 29 by means of bumper ends collectively numbered 42. Electrically non-conducting arm 43, firmly joined to range cage 37, projects perpendicularly from steering column 12, causing conductor screws 44 and 45, mounted in and projecting through 43, to stand in the path of and to contact plate 34 under conditions subseqeuntly to be described. Grounded battery 45 is connected to terminal screw 44 by lead 48, while switch 4%, operated coincidentally with the ignition key 64, is connected to termi- 6 nal screw 45 by lead 50, switch 49 joining through lead 52 to grounded starter 51.

Bearing housing 54-, laterally cut away for illustrative purposes, at level 5555, and Welded firmly to column 12, encases bearing 56 to which is firmly affixed shuttle fan 57 at the outer extremity of which there projects the step-backed arm 58 referred to above and ears 5& for pivotal flexible engagement with tongue end as of shaft 61. Bearing 56 is formed with downwardly projecting cam tooth 62 for engagement with shoulder 63 projecting laterally from raceway 65 formed along the lower and inner end surface of bearing bore 66 in housing 54.

Diaphragm housing, generally designated as 67 and shown in cross section, is composed of shells 68 and 69, joined at their concave outer edges by rivets 70 and gripping therebetween the outer edges of diaphragm 71 to form a tightly-sealed enclosed area. At the center of the outer surface of shell 68 there is formed ball projection 72 which is carried in ball support 73 firmly mounted on the frame of the vehicle through cooperating bolts 74, shell 63 being apertured and threaded at 75 for fitting the tubing connection (shown in dotted lines) to manifold 76. Shell 69 has formed on its outer surface bearing housing '77 through which projects to the inner surface at the axial center bearing bore 73, from which radiate bores 79 and st to the outer cylindrical surface of 77. Bore 79, partially threaded from its outer end, receives partially threaded screw 81. Bore 80, partially threaded from its outer end, receives threaded flexible shaft housing 82, barrel 83, spring 84, and flexible shaft 35 which projects through drilled cut of barrel 83 to be capped by ball end 87. Shell 69 is apertured and threaded at 88 to receive air cleaner 89.

A detent 98 is recessed in the surface of shaft 61 to receive barrel 83. Another detent 91 is also formed on the surface of shaft 61 to receive the inwardly projecting end of screw 81. Shaft 61 at the end adjacent shell 68 carries smaller diameter threaded projection 92 on which nut 593 grips dished plate 94, diaphragm 71, and dished plate Q5. Spring 96 bears expandably against the inner surface of shell as and against the depressed surface of dished plate 94.

An accelerator pedal 97 is shown to be mounted by means of stanchion 98 on the inclined portion of floor board 99 of floor board 103 within the driving compartment of the vehicle. Arm 101 rigidly joined to pedal 97, projects through the inclined portion as well as the lower portion of the floor board by way of cut 162 to engage through slot 1M ball end 163 of flexible shaft 85 which enters housing 1535 mounted on apentured bracket 1% carried under floor board 1% by rivets 107 and 198. Spring 1G? passes over shaft 85 and bears expansibly against arm 101 and bracket 166 normally repressing 97 to the release position shown, shaft 35 connecting through the dotted lines shown with its lower ball end within barrel $3 inside bearing housing 77 of shell 69.

In the operation of the mechanism so far described, assuming the ignition key 64 and switch 49 to be on the motor of the vehicle is assumed to be in operation so that a vacuum condition exists within manifold 76, and via aperture 75 communicating therewith, has caused diagram 71 to be moved to the position shown compressing spring 96, rotating shuttle fan 57 upon its bearing 56 so that arm 58 is withdrawn to such position that arm 28 has been made free for manual positioning in the reverse gear location behind barrier To allow tooth 2? to clear 38 in assuming this position, it has been necessary to lift lever 2 about pivot point 3, arm 8 following upwardly in elongated bearing 9 so that shaft 7, base 27 and arm 28 are raised, compressing spring 26, for clearance of barrier 38.

With the diaphragm 71 in the position shown in FIG. 1 downward pressure upon accelenator pedal 97, especially with the motor under heavy load, would cause a sudden drop in vacuum pressure within manifold 76 permitting spring 96 to expand and force diaphragm 71 away from shell 68. Instead, with the construction [as shown, downward accelerator pressure compressing spring 109 permits spring 84 to expand with the downward movement of flexible shaft 85 so that barrel S3 falls into detent 9% This locks diaghragm 71 in the position shown until the accelerator is again released by which time vacuum has reaccumulated to withdraw barrel 83 from detent 90.

In the event the motor now stalls while the ignition switch remains on, vacuum pressure within manifold 76 disappears. instinctively, the operator pumps the accelerator to verify this condition, and in so doing momentarily withdraws barrel 83 from detent 90 so that spring 96 is free to expand and drive diaphragm 71 and shaft 61 away from shell 68. Or, if the governor controlled assembly of FIG. 2 is substituted for the accelerator controlled assembly of FIG. 1, the motor driven governor will stop, immediately closing the circuit from the grounded battery to the grounded solenoid 114, via lead 116, governor switch 115, lead 117, terminal screw 113, conductor plate 111 carried by shaft 110 which corresponds to shaft 61, terminal screw 112, and lead 118, so that core 119 will be lifted from detent 90 allowing shaft 110 of non-conducting material, urged by spring 96 to move diaphragm 71 toward shell 69, breaking the circuit by shifting plate 111 away from contact with screws 112 and 113 carried in housing-mounted non-conductor plate 47.

While FIG. 2 shows a solenoid locking means for the diaphragm, responsive to motor speed, it is also possible to innovate this design by making the locking means directly responsive to the governor, eliminating the solenoid and electrical components; or the locking means may be directly responsive to a piston operating from a constant source of fluid pressure, such as a vacuum or air pressure pump, or hydraulic pump, driven by the motor; or the solenoid, as shown, may even be directly excited by an electrical source created through the rotational motion of the motor, such as from the battery input lead from the generator.

Shuttle fan 57 and attached terraced arm 58.111611 rotate about bearing 56 toward crank arm 28. As the gap between 58 and 28 narrows, cam tooth 62 climbs cam shoulder 63, so that the lower end of crank arm 28, hearing on the upper face of shuttle fian 57, is forced upwardly by 57 to lift tooth 29 above barrier 38, at which point arm 58 on its set-back surface pressures upon crank arm 28 to drive 28 in a counterclockwise direction across the top of barrier 38 and down against arcuate shoulder 40 until 29 contacts the side of barrier 39, a position which centers indicator 24 on N of quadrant 17, at the same time bringing conductor plate 34 into frictional circuit closing contact with terminal screws 44 and 45. Inasmuch as switch 49 is in a closed position, starter 51 immediately restarts the motor to create vacuum in manifold 76 and draw diaphragm 71 and shaft 61 again toward shell 68, breaking the starter circuit in so doing and freeing arm 28 for in-gear manual positioning.

In the event the motor stops because the ignition circuit and consequently switch 49 have been opened by turning key 64 to o position, diaphragm 71 and shaft 61 will again upon release of the accelerator move arm 28 to contact barrier 39, swinging indicator 24 to the center of N, the neutral position on quadrant 17. As soon as the ignition switch is again turned on by key 64, which closes switch 49, the motor will restart, followed again by the movement above outlined to free selector lever 2 for reposition at an in-gear position.

If the motor will not start because of a Weak battery and the operator wants to have the vehicle pushed with the motor in-gear to turn the motor over, arm 58 can be moved manually to the'position shown in FIG. '1, so that screw 81 can be turned to seat in detent 91, holding'slraft shoulder 41?. Such manual movement will cause crank arm 23 to move away from contact with arm 58 which has already moved to the limits of its counterclockwise travel. However, cont-act of conductor plate 34 with heads 44 and 45 continues so that in parking position, when the ignition switch is again turned to on, causing switch 49 to close, the motor will start and diaphragm 71 along with shaft 61 will move toward shell 68 to withdraw plate 34 from contact with heads 44 and 45 to break the starter circuit, permitting manual in-gear selections.

It will be recognized from the preceding description of FIG. 1 that in this form of the invention there is both automatic control of the starting of the motor and automatic control of the position of the transmission adjustment member during the period of starting the motor. A device responsive to and actuated by vacuum or lack of vacuum closes a switch in the starter circuit and also moves the selector lever for adjusting the transmission. It is possible to lock the device in an inoperative position by the hand-operated screw 81 or the accelerator operated plunger 89, and it is further possible to control 81 through a dash-mounted plunger for easier control ability. It should also be pointed out that while the diaphragm assembly of FIG. 1 requires release of the accelerator before restarting of the motor after stalling, the diaphragm assembly of FIG. 2 does not require such release, but

restarts the motor immediately upon stalling.

In FIG. 3 is shown one form of an accessory installation of the neutral positioning automatic starter. In this view, it is assumed that the telescoped shafts 1 and 7 of FIG. 1 pass within the steering column 12'so that, although they can be reached in some vehicles on the en gine side of the fire wall, a more universal attaching means is herein shown for easy location of the unit under the dash. The quadrant 124 indicates the shifting positions for another type of automatic transmission wherein no parking position is used, and the reverse gear position is reached by lifting the lever 2 to shoulder a terrace abutment before locating indicator 121 at R, manual return to neutral position being accomplished by lateral counterclockwise pressure as in the other in-gear positions, no lifting being necessary.

With this arrangement crank arm shaft 122 is carried in bearing housing 123, which is welded to strap 125 which is clamped to the steering column 12 with bolt 126. A universal ball seat 127 is formed in the end of projecting arm 128 of the crank arm shaft 122, in which ball end 129 of fork connector 130 rides. The upper frog end of 130 is pivotally joined to selector lever 2 at a point 130 nearer to the outside end of lever 2 than pivotal point 10. Shaft 122 telescopically receives shaft 131, as shown by dotted lines, set screw 1332 holding the two shafts together rigidly. The lower end of 131 terminates in a crank arm 133 on the end of which are mounted bearing ears 134. Countersunk area 135 of crank arm 133 carries non-conducting inset 136 through cooperating screws 137, there being base in the countersunk area 138 of 136 electrical conductor plate 139 through attaching screw 146. Bearing block 141, held to strap 142 by screws collectively numbered 143, strap 142 being clamped to steering col-' umn 12 by bolts 145, encases shaft 131 at its lower end through bearing projection 146. It carries spring steel arm 147 attached through screw 148 to bear resistibly against crank arm 133 when 133 is swung counterclockwise, and carries electrically nonconducting block 149 through attaching screws collectively numbered 150. Embedded in 149 are electrical contact screws 151 and 152 projecting through 149 in arcuate alignment with conductor plate 140.

A brace 153 firmly joined to the hidden side of bearing block 141 terminates at its projected end in ball socket 154 to accept ball 172, given the same number as in FIG. 1, and formed from the diaphragm shell in the same manner, all parts relating to the diaphragm herein used being identical with and numbered the same as in FIG. 1, with the exception of the shaft 155 substituting for shaft 61 in FIG. 1.

Shaft 155, with a reduced and threaded diameter to carry nut 93, dished plates 94 and 95 and diaphragm 71, also carries cross-drilled vent hole 156, and is drilled from the opposite end as far as vent hole 156 to accept telescoped shaft 157, detents 99 and 91 being cut into the outer surface, as in FIG. 1. Shaft 157 connects pivotally at 158 through bearing ears 134 with crank arm 133. Barrel 83 now passes over flexible shaft 159, housing 161 being mounted against the engine block by way of bracket 161 and bolt 162. In FIG. 6, there is shown a conventional bellcrank 163 of the carburetor linkage system, mounted on the engine block by way of pivotal bearing support 164 by bolts collectively numbered 165. Spring 166, connecting 164 and 163, urges 163 to a carburetor closed position, and linkage shaft 167 connects therewith leading to the carburetor. A collar 16% grips linkage shaft 167 through closure bolt 169 and supports a depending raceway 179 through which flexible shaft 159 passes freely, ball 171 capping the end of 159.

Terminal 151 on block 149, through lead 172, connects to ground battery 173, while terminal 152, through lead 174 connects to terminal screw 175, FIG. 4, which projects inwardly through the lower standing edge of recessed electrically non-conducting composition box cover 176. A similar screw terminal 177 mounted in the same manner in box 176 and standing parallel to 175, connects through lead 178 to the grounded starter 179. Box 176 shown in perpendicular cross section at the midpoint in FIG. 5, supports through hole 181 freely rotating electrically non-conducting collar 181 from which depends on the undersurface, lip 182, and with which threaded ring 183 cooperates on the outer face of box 176, collar 131 having through its closed center a slot 184 (FIG. 4). The lower end of lip 182 has electrically conducting cover 185 crimped or pressed over it in alignment with and for simultaneous contact with the ends of both terminals 175 and 177. Ignition key 186, as shown in PEG. 5, passes through slot 184 and into ignition switch 187, over which box 176 is mounted against dash 188 by means of screws 189.

In the operation of the mechanism of FIG. 3 thus far described, the ignition key 136, as shown in FIG. 4, turned to an on position, and with terminals 175 and 177, consequently, through the turning of collar 1S1 completing the starter circuit between leads 174 and 7'5, it is evident from knowledge gained from the operation of the similar mechanism in FIG. 1 that the motor is in operation, since the starter circuit is shown to be broken at terminals 151 and 152 due to the fact that manifold vacuum in 76 has caused diaphragm 71 and shaft 155 to move toward shell 68 to the position shown. Crank arm 133 is free of any counterclockwise pressure so that spring steel clip 147 has obviously been able to press arm 133 in a clockwise direction sufficiently far within the neutral position to break the circuit between terminals 151 and 152. Release of counterclockwise pressure upon arm 133 has also permitted manual positioning of selector lever 2, as indicator 121 shows, at R, the reverse in-gear position, shaft 157 at all times sliding freely with arm 133, up to the point of abutment at vent hole 156 within shaft 155, at which position it is shown to be. it will therefore be noted that from the functional standpoint, shaft 157 corresponds to shuttle 57 of FIG. 1.

In the event of motor failure while the ignition switch re== mains on, vacuum in manifold 76 disappears. With the release of the accelerator, the seating of ball 171 against the shoulder of collar 16% causes attached flexible shaft 159, FIG. 6, to lift barrel 83 upwardly from engagement with detent 90, so that diaphragm 71 and shaft are driven by expanding spring 96 away from shell 63, telescoping shaft 157 abutting 155 at vent 156, the combination pressuring upon crank arm 133 to swing 133 and all related parts in a counterclockwise direction to the neutral position where clip 147 yields to the greater force of spring 96 permitting conductor plate 139 to contact heads 151 and 152, so that the starter circuit is completed and the motor is restarted. With a vacuum condition re-established in the manifold 76, diaphragm 71 along with shaft 155 returns to the position shown in FIG. 3, spring clip 147 forcing arm 133 away from heads 151 and 152 to break the starter circuit.

It is obvious that with turning ignition key 186 to off, collar 131 will rotate counterclockwise, because of the bearing of key 186 upon the sides of slot 184 to separate conductor cover 185 from contact with terminals and 177, so that with the fading of vacuum in manifold 76 and the moving of lever 133 in a counterclockwise direction for contact of conductor plate 139 with terminals 151 and 152 the motor will not start. However, upon again turning key 186 clockwise to the position shown in FIG. 4, the ignition circuit and starter circuit will be completed and the motor will automatically restart, returning the diaphragm 71 and related parts to the position shown in FIG. 3, and freeing lever 2 for manual selection of any of the positions indicated on quadrant 124.

It is obvious that the mechanism of FIG. 3 operates in substantially the same manner as that of FIG. 1, and that if barriers are incorporated in the range cage, as in FIG. 1, cam tooth 62, and shoulder 63 of PEG. 1 can be incorporated in the design of FIG. 3 to lift arm 133 over such barriers. While there is shown mask 176 in FIGS. 4 and 5 for simplified universal accessory installation, where ignition switch terminals are easily accessible under the dash of the vehicle, mask 176 and related parts may be eliminated. Lead 172 would then connect at one end to the ignition terminal on the dead side of the ignition switch which leads to the coil and distributor and at the other end to terminal 151. Terminal 152, through lead 174, would connect directly to grounded starter 179, thereby eliminating lead 173.

Another form of this invention is shown in FIGS. 7, 8, and 9, to provide a means for returning the selector lever 269 of an automatic transmission to the neutral position when in-gear positions are located on both sides of neutral. In a more simplified construction than in FIG. 1, selector lever 29!) of U-shaped cross-sectional construction now bears at its inner end with cam shoulders 201 and 202 on the upper shoulder of bearing housing 203 welded to stering column 12, shown to be broken at 265. Shaft 206 projects at its upper end through bearing housing 203, there being firmly attached to its upper extremity crank arm 267 at the outer end of which is carried upwardly projecting bearing housing 208 for engagement with lever 2% at pivotal point 299. The lower end of shaft 296 has finger 210 projecting from its side to engage with detents 211, 212, 213, 214, and 215, on or adjacent to terrace 216, terrace 217, or barrier 218- incorporated in bearing housing 219 welded to steering column 12, and through which shaft 206 passes. A spring 294 encircles the lower end of shaft 206, based at its upper end against housing 219 and at its lower end against cam 22% which is rigidly joined to the lower end of shaft 206.

Arm projection 221 of cam 220 terrrunates in a ball socket to receive the ball end of shifter linkage 222 leading to the transmission, there being a toothlike protrusion 223 superimposed upon and projecting outwardly from the cam-shaped surface of 220. Formed along the periph- 11 cry of cam 220 there depends a collar 224, and into this standing edge surface there is cut from the underside cam seat 225, parallel to the steering column 12 upon one shoulder and inclined thereto upon the other shoulder, as well as cam seat 226 inclined thereto upon both shoulders.

Shaft 61, of the type used in FIG. 1, is flexibly joined through bearing ears 231 to shuttle fan 227 which rotates through its bearing hub 228 in bearing housing 229, cut away at 230230 for illustrative purposes, firmly attached to steering column 12, there being an upwardly projecting cam shoulder 232 formed along the periphery of 227 and upstanding arm 233 in the rarcuate path, of tooth 23. Shuttle fan 227 is perpendicularly bored through the axial center of bearing hub 228 to receive shaft 234 to the upper end of which is permanently affixed cam 235, there being formed with 235 a standing tooth 236 adjacent the periphery of cam seat 235 in the arcuate paths of cam seats 225 and 226, and a downwardly depending cam shoulder 261 along the periphery of cam 235 in alignment with cam shoulder 232 of fan shuttle 227. Along the lower axial surface of shaft 234 there is cut a spline groove 237, shown in broken lines and on the underside of 234, to be engaged by key 238, mounted to project inwardly through centrally bored separator collar 239 swedged into bearing bore 240 of bearing housing 229. The lower end of shaft 234, furthermore, is threaded to engage threaded cap 241 riding in bore 240, spring 242 passing over the lower end of shaft 234 and bearing against separator collar 239 and cap 241.

The diaphragm herein employed and shown in FIG. 9 is identical to that used in FIG. 1 but is differently numbered 262, there now being added to shell 69 through threaded circular openings 243 and 244 electrical nonconducting threaded inserts 245 and 246 through the threaded centers of which are inserted electrical conducting screws 247 and 248 projecting into the concave area of shell 69. Dished plate 95 now has attached through screws 249 dished ring'250 of electrically non-conducting material into the cupped area of which is pressed and gripped electrical conductor ring 251 in alignment with screws 247 and 248. Screw 248 connects through lead 252 to grounded battery 253, while screw 247 connects through lead 254 to switch 255, operated coincidentally the transmission, finger 210 being seated in detent 214 on terraced shoulder 217, and since shaft 61 is shown to be in a withdrawn position, it can be assumed that the motor of the vehicle is operating. With the failure of vacuum due to stalling of the motor, or stopping of the motor by turning off the ignition key 263, shown in FIG. 9, shaft 61 pressures upon shuttle fan 227 to move 227 in a counter-clockwise direction, so that cam shoulder 232 of fan shuttle 227 engages cam shoulder 261 of cam 235, in the manner shown in FIG. 8, shifting cam 235 upwardly, shaft 234 following along groove 237 engaged with key 238, tooth 236 meanwhile pressuring upwardly against the left inclined Wall of cam seat 226. Such upward movement tends to lift finger 210 from engagement with detent 214 on terrace 217 and pressure of tooth 236 on the left inclined shoulder of cam seat 226' tends to rotate cam 224 clockwise thereby moving lever 200 so that indicator 258 moves to N, the neutral position Diaphragm 71, with accompanying parts, has moved away from shell 68 toward shell 69, bringing electrical conductor ring 251 into contact with screws 247 and 248, to complete the starter circuit for staring the motor and then to break the circuit in the same manner and to reposition diaphragm 71 in the same Way as already described when vacuum is built up in manifold 76.

It is evident that should the selector lever 200 have been positioned at P, the parking position of the transmission, with finger 210 resting in detent 215 behind barrier 218, the motor, in case of failure, would be restarted in the same manner as in the neutral position, but without any lateral movement of lever 200, tooth 236 rising directly into cam seat 225. Under such condition, lever 20% can be lifted, if desired, to clear tooth 236 as well as barrier 218 to move to the neutral position, lever 200 pivoting on cam ears 2G1 and 202, arm 207 lifting at pivot point 209, and shaft 286 following upwardly to compress spring 204 and lift finger 210 from behind barrier 218. The motor meanwhile automatically starts if the ignition switch happens to be on or starts if the ignition switch is turned from off to on through the turning of key 263, shuttle fan 227 rotating clockwise for subsequent manual positioning of selector lever 200 at an in-gear position.

FIG. 9 shows through indicator 258 and quadrant 260 that selector lever 20% has been position at D, the driving range position of the transmission. When vacuum fails in manifold 76, shaft 61 rotates shuttle fan 227 counterclockwise, arm 233 contacting projecting tooth 223, cam shoulder 232 meanwhile contacting cam shoulder 261 of cam 235. Since this lateral movement brings tooth 236 directly under the center of cam seat 226, tooth 236 moves upwardly to seat at the juncture of the inclined shoulders of cam seat 226, the lateral movement causing finger 210 to slide out of detent 212 and drop into detent 213, the neutral position shown in FIG. 8. With the combination of parts again in the neutral position, the motor again restarts if the ignition is on, or starts when the ignition switch is later turned on, withdrawing arm 233 from abutment with tooth 223 for subsequent manual in-gear positioning. Should the selector lever 200 have been positioned at L, the low gear position of the motor, counterclockwise pressure from arm 233 bearing upon tooth 223, with the failure of vacuum, would have returned 200 to the neutral position of the transmission, as in the action of FIG. 9, with the same ensuing motor restart and freeing of selector lever 200 for repositioning in gear.

Although terraces 216 and 217 and barrier 218 are located at L, R, and P on the indicator quadrant 269, design innovations may require them at other or additional locations. For example, there may be a terrace at N so that selector lever 20%) must be partially lifted to enter the neutral zone as from D and L, or from R. In such a case, tooth 236 can be located to lift cam seats positioned differently than those herein shown in order to lift and slide the selector lever to neutral, it being obvious that the cam technique here described is not intended for limitation to the exact terrace and barrier arrangements shown.

vIt is possible, in fact, where no barriers or terraces are employed for a return to neutral position, wherein the Reverse position is isolated from the Drive and Low positions on the. selector quadrant, that a forked shaft 264, shown in FIG. 10 in a Withdrawn motor on crating position may substitute for shaft 61 so that upon While the mechanism so far described can be used to operate the customary push-button starter switch of the dash, which in turn ordinarily actuates a solenoid to close a heavy duty switch on the starter unit itself, so that the heavy lead from the battery need not be brought up the steering column, such a lead being impractical in both efficiency of operation and ease of handling, FIG. 13 shows an arrang ment specifically whereby the dash push-button, the leads to the dash, and the solenoid can be eliminated.

Diaphragm assembly 262, cut away along line 276 276, contains the electrical contact ring 277, replacing and larger than ring 251 to carry the heavier current requirements of the starter circuit, pressed into electrically non-conducting disk 25%, in turn mounted on dished plate 95, for contact, upon vacuum failure, with screws 2'78 and 279, also replacing screws 247 and 248 for greater electrical capacity, which are carried in shell 69 through electrical non-conducting inserts 230 and 281. A shaft 282, center bored with hole 283 and larger connecting bore 284, now carries nut 93, plates 94 and 95 and diaphragm 71 on smaller diameter, partially threaded shoulder 285. Ball support 73, drilled with hole 297 and ball end 72, now drilled with hole 286 through to the inner surface of shell 68, accept slidable, closely fitting flexible shaft 287, which also passes through bore 233 into larger bore 234 where it is capped by ball end 258 sliding freely within 284. Flexible shaft 287 passes at the other end hrough housing 289 cooperating with turned-in flange 2913 of the vehicles dash as well as through opening 291 of cup 292 mounted on the periphery of the ignition switch, generally designated as 293, and is capped by ball end 355 seated in cup 292. Arrow 294 shows direction of movement of 293 when the ignition key is turned on, and indicates the position cup 292 assumes, in broken lines, under on conditions. Screw 279 is connected to heavy duty lead 295 direct from the battery while heavy duty lead 296 connects directly to the starter.

In the mechanism of FIG. 13 so far described, diaphragm 262 is assumed to be mounted at the base of the steering column on the engine side of the fire wall or upon the starter itself where the leads 295 and 296 from battery to starter can be kept at the minimum in length and consequently in power loss and is shown to be in a motor-d condition so that diaphragm 71 and related parts, induced by expanded spring 96, have moved away from shell 68 toward shell 69. ignition switch 293 is shown to be off so that flexible shaft 237 is tensioned between attached ball ends 288 and 355 to hold shaft 282 and consequently electrical conductor ring 277 from contact with screws 273 and 279, shaft 282 already having driven selector lever 2 or 233 within the neutral range position.

When switch 293 is turned in the direction of arrow 294, cup 292 assumes the position shown by the broken lines, and flexible shaft 287 follows, so that flexible shaft 287 tends to move toward diaphragm housing assembly 2262, thereby permitting spring as to expand further and ring 277 to contact screws 273 and 279 completing the starter circuit until manifold vacuum, due to renewed motor operation, again draws diaphragm 71 toward shell 63.

Where the automatic neutral starter is built-in and the shortest possible battery lead with the lowest power loss is desired, assembly 262 of FIG. 13, for example, can be made integral with the starter unit 691;, as shown in FIG. 11, so that lead 2% from the diaphragm assembly 262 to the grounded starter is kept to the minimum possible length. With this arrangement, it becomes possible to employ the movement of diaphragm 71 through shaft 267, replacing shaft 232 of FIG. 13 and joining inner starter shaft 253 by way of ball connection 273, for not only urging the selector lever from an ingear position to neutral w en the motor stalls through opening 27% of housing 63 by way of which 267 now projects, but also at the same time to move pinion gear 274 into engagement with flywheel ring gear 271, to close the starter circuit for operation. Shaft 268 carries firmly attached key 259 endwardly slidable within key slot 275 of the rotatable armature 272 of the motor, so that when shaft 268 moves toward the flywheel to engage ring gear 271 and the starter circuit is closed, pinion gear 270 will be rotated to turn said ring gear 271 and the flywheel. As soon as the motor has been restarted vacuum will pull shaft 268 through shaft 267 and ball connection 273 to break the engagement of 270 with 271 and will free the selector lever for in-gear positioning. Though not shown, flexible shaft 287 and component parts are assumed to be encased within shaft 267, remotely controlling the contact of conductor plate 277 and contact points 278 and 279 through operation of the ignition switch, as shown in FIG. 13. It is, of course, evident that a governor controlled, vacuum controlled, or otherwise automatically controlled switch, as shown in FIG. 2 or in subsequent views to be discussed, can be cut into the starter circuit to substitute for the on-olf control of flexible shaft 287 of FIG. 13.

Where the automatic neutral starter is built-in, it may be advantageous to mount the diaphragm unit under the loor board of the vehicle at the side of the transmission as shown in FIGS. 12, 14, l5, l6, and 17. It may also be desirable to operate the unit with other powerizing means than vacuum. FIG. 12, therefore, shows a fluid pressure cylinder composed of cylindrical barrel 299 threaded on the outer surface at its ends to join with threaded cap 30!) carrying ball support 301, and threaded fluid pressure coupling port 302, and to join at the opposite end with threaded end cap 303, drilled through at its center with shaft opening 304 and oil center with air port opening 305. End cap 303 is further threaded on its outer shoulder to receive thread ed electrical nonconductor cap 306, having center opening 397 and carrying screws 308 and 309 diametrically perpendicular to its axial center, ends of said screws projecting into opening 397, and said screws, furthermore, connecting at their heads with leads 310 and 311 of the starter circuit.

Cylinder barrel 299 encases freely sliding piston ring 312 gripped between collar 313 threaded upon larger collar 314, and 314 which, in turn, is threaded upon shaft 315 and is recessed at 316 to nest and seat spring 317 hearing at its opposite end against the inner surface of cap 363. Shaft 315, passing through end cap 303 at center opening 304, is shouldered at threaded portion 318 to a greater diameter, said threaded portion receiving threaded, electrically non-conducting collar 319, encircled by threaded, electrically conducting ring 320, aligned with inwardly projecting and exposed ends of screws 308 and 3139. The enlarged portion of shaft 315 slides through opening 321 of transmission shifter arm 322 depending from the side of transmission 298 at pivotal point 323, and is capped by mushroom head 324. Ball socket support 325 is firmly attached to transmission 298 and flexibly joins ball end 3111 of end cap 300.

In the operation of the mechanism of FIG. 12, so far described, the shifter arm 322 is shown by the indicating letters R, L, D, and N to be positioned at D, the driving range of the transmission 298. In this construction, port 302 connects with an air pressure source such as a pump operating directly from an auxiliary shaft of the motor of the vehicle delivering pressure only when the said motor is in operation, or from the water pump of the cooling system, or from an oil pressure source such as the oil pump of the motor, or an oil pressure pump incorporated within the automatic transmission, likewise delivering pressure ordy when the motor is operating, or the like fluid pressure source, such operating condition now shown to be existing, pressure having compressed spring 317 and having driven piston shaft 315 toward end cap 363 so that mushroom head 324 permits flee gear selection.

With the stopping of the motor, fluid pressure through port 362 disappears and spring 316 expands, driving shaft 315 toward end cap 300, causing mushroom head 324 to bear against arm 322 at the edge of opening 321 to move arm 322 to the neutral position N, at the same time seating ring 320 against screws .368 and 309 to complete thecircuit from the battery via lead 311) to the lead 311 connecting with an ignition operated switch of the type already described and thence to the .starter motor, connection to the accelerator in this arrangement being unnecessary since thesource of pressure is constant above a minimum while the motor is operating.

The fluid pressure motor herein described and shown in FIG. 12 for moving the selector lever to the neutral position and then closing the electrical circuit of the starter for restarting the motor can be mounted, it should be noted, as can the other designs herein disclosed, upon the steering column or at other convenient locations on the vehicle, and that lifting means to clear terraces and barriers, where required, can also be incorporated, the design shown being the most simplified and obvious form of this particular type of motivating unit.

While the preceding figures have shown vacuum and positive pressure operated power supplying means, in FIG. 14 is shown an electrical solenoid source of power adjoining the transmission 298, to return the transmission to a neutral condition when a manually contacted starter cranks the motor. Solenoid 325, supported through ball end 326 in socket arm 327 firmly attached to the transmission 298, accepts through its hollow center indicated by 328, soft iron core 329. A shaft 338, preferably of electrical non-conducting material, capped by mushroom head 331 and passed through opening 332 of depending shifter arm 322, threads into the exposed end of core 329. An ignition switch generally designated as 333, has attached at its periphery curved, elec-.

trically non-conducting segment 334, over which is crimped electrically conducting curved shoe 335 for contact with the ends of screw terminals 336, connected by lead 337 to grounded battery 338, 339, connected to ignition' circuit 340, and to 341, connected to lead 342 joining lead 343 connected to solenoid 325 at screw 344 and joining to lead 345 connected to ground starter 346, said screws 336, 339 and 341 being threaded into non-conducting collar 347 which is secured to the dash of the vehicle by means of screw 348. At another point on the periphery of ignition switch 333, there is mounted finger 349 shown in abutment with expanded but compressible spring 350 clipped into bracket 351 which is mounted on the dash of the vehicle by screw 352. Solenoid 325 is grounded through screw 353 and lead 354.

In the operation of the mechanism of FIG. 14' so far described, ignition switch 333 is shown to be in a motor on position completing the circuit from the battery 338 via lead 337, screw 336, conductor collar 335, and screw 339 to ignition circuit 348, so that with the crankshaft of the motor in rotational operation, the customary spark plugs in the ignition system are fired by the customary distributor at timed intervals. In case the motor stalls, the operator manually turns the ignition key in a clockwise direction to compress spring 350, thus connecting the battery through conductor collar 335 with screw 341 to energize coil 325 and operate starter 346, core 329 being drawn into opening 328 of coil 325 by t the magnetic lines of force moving in an orbit through the opening 328 of the coil 325 toward ball end 326. Shaft 330, in following core 329, causes mushroom head 331 to seat against opening 332 of arm 322 to force arm 322 from the low gear position shown to the neutral position of the transmission. Release of the ignition switch 333 by the operator allows spring 350 to expand'and to return 333 to the position shown in FIG. 14 so that coil 325 is de-energized freeing arm 322 for manual ingear positioning, starter 346 disengaging from the restarted motor. Obviously, the simplified form of shifting is shown here, but if lifting is required, the structure .of FIGS. 1, 3, and 7-79, or its equivalent, may be used.

FIG. 16 shows an automatic neutral starter arrangement of a solenoid 360 carried by ball end 361 in socket support 362 firmly attached to automatic transmission 298. Non-conducting solenoid end 363 supports in formed shoulders 364 and 365 inwardly projecting screws 366 and 367, the ends emerging in the path of conductor ring 368 threaded upon non-conducting ring 369, in turn threaded upon soft iron core 370 which passes through opening 371 within coil 360. Shaft 372, preferably of electrical non-conducting material and having firmly attached mushroom head 373 at its free end, engages shifter arm 322 through opening 374, shifter arm 322 pivoting at 323 at the side of transmission 298, and

threads into core 370. Screw 367 connects by lead 375 to grounded battery 376, coil terminal screw 377 connecting by lead 378 to 375 for similar connection to the battery. Screw 366 connects by lead 379 to starter 382 which is grounded by lead 383. Solenoid terminal screw 384 connects through lead 385 to motor-operated governor-controlled switch 386, or to motor vacuum controlled switch 387, 'to be later explained in detail, lead 388 connecting either 386 or 387 to switch 389, a lead 390 from switch 389 joining lead 383 for grounding. Mushroom head 373 carries eye 394 for flexible connection to relaxed spring 395 which, at its opposite end, joins bracket 396 mounted securely on transmission 298 by screw 397, normally positioning shaft 372 in the position shown. Key 398 symbolically indicates that the ignition switch of the vehicle controls switch 389.

In the operation of the mechanism of FIG. 16 so far described, the ignition switch represented by key 398 is assumed to be closed and switch 389 is assumed to be closer with governor 386, driven by the vehicle motor, rotating so that there is no electrical connection between leads 385 and 388, or, in the case of the vacuum switch 387 is employed in the circuit instead of governor 385,

diaphragm assembly 67,'the type used in FIG. 1, breaks 8 the circuit due to the presence of manifold vacuum. In the case of motor failure the circuit between 385 and 387 is completed so that current from battery 376 flows via lead 378 through coil 360 by way of lead 385, governor switch 386, or vacuum switch 387, lead 388, switch 389, and lead 390 to the ground, causing soft iron core 370 to move within coil 360 and to pull shifter arm 322 from reverse gear position to neutral position, expanding spring 395, whereupon conductor ring 368 bears upon the inwardly propecting ends of terminal screws 366 and 367 so that current flows from battery 376 through lead 375, lead 379, starter 382, and lead 383 to the ground,

to recrank the motor. With the motor restarted, governor switch 386 or vacuum'switch 387 again breaks the solenoid circuit, spring 395 again contracts, moving shaft 372 and core 370 to the position shown, immediately breaking the starter circuit and freeing shifter arm 322 for manual positioning. 7

It should be noted that solenoid coil 325 of FIG. 14 or 360 of FIG. 16 can be the same magnetic switch coil customarily employed with the starter to close the heavy duty switch circuit usually found on the remote controlled starter, as previously discussed. In that case, shaft 330 or shaft 372 would connect directly with the magnetic switch coil in the starter, and coil 325 or 360 would not be employed.

In one type of automatic transmission, it is possible to move the selector lever, after the motor has stopped, to R, the reverse gear position, where the motor and rear wheels are locked in a parking condition. With this arrangement, the selector lever must be moved to N, the neutral position, to complete the starter circuit before the motor can be started. Since the form of the neutral starter, shown in FIG. 16, leaves the lever at any prepositioned in-gear selection until the ignition key is turned to on and the solenoid is energized, this neutral starter design is well adapted for application to the reverse gear parking brake transmission, and will eject the lever 17 to neutral only when the ignition key is turned to on, at which time the driver is at the controls to hold the vehicle through foot brake or hand brake application.

It should be further observed that the preceding fluid power motivating forms, such as vacuum and liquid pressures, that return to neutral of the selector lever occurs immediately upon motor failure, whether the motor stalls or the ignition key is turned to off, and that with turning the ignition key back to on, the starter circuit is found to he already closed for instant restart. In the solenoid form, the selector lever is not returned to neutral when the ignition switch is turned to off, but only when the switch is again turned to on, whereupon the starter circuit is then closed for motor restart. In the solenoid form, if the motor stalls and the ignition key remains on, the selector lever is, of course, immediately returned to neutral and the motor is restarted, as with the fluid pressure motivating units. It is entirely possible to have the solenoid operate in the same manner as the above-described fluid pressure motivating forms, by making a solenoid responsive immediately upon motor failure, with a circuit breaker to interrupt the solenoid circuit as soon as the return to neutral is completed. However, for the sake of simplicity, such a circuit breaker has not been shown.

In FIG. 15 is shown a non-automatic H-gate type of transmission herein coupled through fluid coupling 411 to the motor of the vehicle. Shifter arm 322 pivoted at 323 at the side of transmission 400 is shown to be in an in-gear position 481 also being in gear at 403 where it is shown in broken lines, and in neutral at 410, also shown in broken lines. Brackets 404 secured to transmission 400 by screws 405 support through rivets 713 two diaphragm assemblies 67 and 262 of the types hereinbefore described, with detents 91) shown upon the surfaces of shafts 61 in elevation, for use with flexible shafts connecting to the accelerator.

Diaphragm 67 is constructed as in FIG. 1 where it is also numbered 67, shaft 61 abutting lever 322, when in a motor-on withdrawn position, as shown, while diaphragm 262 is identical to 252, FIG. 9, wherein electrical terminal screws 247 and 248, joining leads 408 and 469, are aligned to contact electrical conductor ring 251, vacuum ports 75 of both diaphragm 67 and 262 being commonly connected to the manifold source of vacuum.

In the operation of the mechanism of FIG. 15 so far described, the motor is shown to be in operation, vacuum having withdrawn both diaphragms 71 within 67 and 262 toward shells 68 and compressed springs 96. With failure of vacuum and release of the accelerator, springs 96 are permitted to expand so that if arm 322 is positioned in gear as shown, at 401, or in gear as at 493, shafts 61 will drive the shifter lever to a perpendicular midpoint, the neutral position 410, restarting the motor through contact of ring 251 with terminal screws 247 and 248 via leads 408 and 409.

It is obvious that where the reverse gear position is isolated from the other in-gear positions and there are no intervening barriers, the arrangement of two opposed vacuum diaphragms or cylinders, as in FIG. 15, can be used to advantage with an automatic type of transmission substituting for the method shown in FIGS. 7, 8, and 9. It should also be pointed out that where a semi-automatic starter or otherwise fully-automatic starter is separately used with a vehicle motor, that diaphragms of the type shown at 67, FIG. 15, can be used to advantage to eject the shifter lever to a neutral position, no automatic starting switch being needed therewith.

FIG. 18 shows a manual method for returning the selector lever of a transmission to the neutral position for immediate automatic starting of the motor. Range cage 430, customarily mounted at the base of the steering column, preferably of electrical non-conducting material, contains surface detents 431, 432, and 433 for reverse, low and drive positions, respectively, sufiiciently shallow so that lateral pressure upon the selector lever such as 2 of FIG. 1 or 200 of FIG. 3, will immediately eject arm 434 (substituting for arm 28, 133, finger 210, or the like), preferably of electrical non-conducting material in which is embedded protruding electrical conducting plug 435 for movement to the position shown. Terrace 436 underlies detent 431, which requires lifting of 434 when moving toward reverse gear position, there being a barrier 437 over which 434 must also be carried before moving into or out of park position.

Up-ended terminal screws 438 and 439 embedded in range cage 430 are interconected and mutually grounded by way of lead 440, while up-ended terminal screws 441 and 442 also embedded in range cage 430 are interconnected by lead 443 to join switch 444 which, in turn, is joined by lead 445 to terminal screw 446 embedded in and projecting through electrically non-conducting block 447. Block 447 further carries embedded and projected terminal screw 448 connecting through lead'449 to grounded starter 450, screw 451 holding 447 by strap 452 and screw 453 to diaphragm unit 67, whose shaft 455 has mounted on the exposed end conductor disk 456 gripped in non-conductor collar 457 threaded thereto, diaphragm assembly 67 being of a type similar to that shown in FIG.

' 1. Arm 434 is shown to be in neutral position, projecting plug 435 having dropped into recessed area 453 to close the circuit between terminals 438 and 441, there being another recessed area 459 between screws 439 and 442. Key 464 symbolizing the vehicles ignition switch which controls the switch 444, is in an on position along with switch 444, and the operating motor has created vacuum to hold shaft 455 of diaphragm assembly 67 through attached diaphragm 71 in a position to keep electrical conductor disk 456 from closing the circuit across terminal screws 446 and 448.

In the operation of the mechanism of FIG. 18 so far described, when vacuum fails and the accelerator is released, spring 96 is permitted to expand and drive shaft 455 toward block 447 and seat disk 456 against the ends of terminals 446 and 44S, thereby closing the circuit of the starter. As soon as the motor has been restarted and vacuum again withdraws diaphragm 71 and shaft 455 to the position shown, the starter disengages. In case arm 434 is lifted over barrier 437 to seat plug 435 in depressed area 459 the starter circuit is closed between terminal screws 439 and 442 to provide the same motor sta .ing action as described for the arm 434 in the neutral position. If arm 434- is left in the neutral or park position when the ignition key 469' is turned off, upon turning the ignition on, the motor will immediately restart and the starter circuit will thereupon be broken, provided release of the accelerator acting through barrel 83 has permitted disk 456 to rest against terminals 446'and 448.

FIG. 19 shows a manual method for returning the selector lever of an automatic transmission to neutral or park position where continued side pressure upon the selector lever will cause the motor to start. A range cage 47% preferably of electrical non-conducting material, has recessed therein detents 471, 472, 473, and depressed sections 474 and 475, as well as barrier 476 and terrace 477 in which are embedded upwardly projected and protruding screw terminals 478, 479, 480, and 481. Terminal screws 478 and 480 are interconected by lead 482 to grounded starter 483, while terminal screws 479 and 481 are interconnected through lead 434 to grounded battery 435. L-shaped arm 486, preferably of electrical nonconducting material, has downwardly protruding nob 487 and has attached by screws 488 the spring arm 489 and has embedded in the underside of its lateral extension 495) electrical conductor plate 491.

In the operation of the mechanism of FIG. 19 so far described, when the selector lever, such as 2 of FIG. 1 or 2% of FIG. 7 to which arm 486 is firmly joined, is pushed laterally from an in-gear position counterclockwise to neutral position, continued pressure compresses spring 489 to permit electrical conductor plate 491m slide over and contact the projecting ends of terminal screws 478 and 479 thereby closing the starter circuit so that, assuming the ignition switch is turned on, the motor will start and the counterclockwise pressure can be removed from 486 to allow spring 489 to expand and break the starter circuit between terminal screws 478 and 479.

' If arm 486 is lifted over barrier 476 by lifting the end of selector lever 2 or 200 and counterclockwise pressure upon 486 is continued so that upon release of 486 nob 487 will drop and engage with depressed area 475 in the parking position, continued lateral counterclockwise pressure toward terminal screws 480 and 481 will also'startthe motor in the same manner as already described for the neutral position of arm 434 with subsequent breaking of the starter circuit when pressure is released.

In FIG. 20 there is illustrated an application of the neutral positioning diaphragm to a semi-automatic type of starter operating through the accelerator, a conventional semi-automatic foot-starter construction being shown in dotted lines. The starter unit 500 carries a heavy duty or solenoid type of switch 501, suitable for closing the starter circuit as well as engaging the starter pinion with the flywheel ring gear, the circuit contact of which is closed by movement of plunger 5G2 joining to crank arm 503 through flexibly connecting link 5G4. Crank 593 is joined firmly to hub 505 and is normally held in a retracted position to bear upon starter unit 599, through extended tail 506 and by means of spring 597 connecting between arm 503 and starter 500. Arm 508 firmly fixed to the underside of accelerator pedal 521 carries at the opposite end eye 509 to receive shaft 510 capped by ball end 511. Arm 503 at its hub 595 is firmly joined to shaft 512, rotating in bearing support 513, affixed to the vehicle frame. The opposite end of shaft 512 terminates in eye 514 to which is pivotally attached arm 515, through 'frog 516, there being an aperture 517 above the frog for acceptance of shaft 518 loosely locked for lateral movement by double locking nuts 519 and 529 threaded thereon, shaft 518 connecting flexibly at its opposite end through ball joint 498 to shaft 499.

Accelerator pedal 521 is mounted upon the vehicle floor-board 522 in the usual manner through pivoting points 523 and 524, and engages the ball end 525 of the accelerator shaft 526 at socket 527 formed therein, there being an angled portion 528 in accelerator shaft 526 in alignment, when in a released position, with the end of pivoting arm 515. Neutral positioning diaphragm assembly 67, the form shown in FIG. 1, replaces the diaphragm assembly customarily used in the semi-automatic starter shown herein and is fixedly mounted to the vehicle frame by bracket 494. Shaft 499, forming ball 497 at one end to flexibly join shaft 518, enters shell 539 of assembly 67 through bearing opening 529. Shaft 499 corresponds to shaft 61 of FIG. 1, and carries diaphragm 71, as shown in cross-sectional view, FIG. 20A. Shell 539 has formed adjacent to opening 529 apertured bearing cylinder or hub 532 to receive shaft 531 carrying arm 533, permitting the entering end of shaft 531, pivotally joined at its upper trapping ball end 495 attached to flexible shaft 534 emerging from housing 535. The other end of shaft 534 passes through the movable end of the vehicles shift lever, capped by a ball endto limit its movement therewith, in a manner already described in preceding figures. A vacuum line 536 connected to the'manifold of the vehicles .motor, connects to shell 537, while port 538 admits air to shell 530.

In theoper'ation of the mechanism of FIGS. 20 and 20A so far described the motor of the vehicle is assumed to be in operation, and vacuum is assumed to be holding shaft 499 in the position shown against the expansion of spring 96 within assembly 67, normally urging the enclosed diaphragm 71 towardshell 530. With the motor in gear and under load, sudden depression of the accelerator would normally permit shaft 499 to move endwardly away from assembly 67, due to drop in vacuum within the vehicles manifold. To prevent this, shaft 510, linked toshaft 531, is permitted with the counterclockwise rotation of arm 598 and pedal 521 to be drawn by spring 539 toward housing 532, so that shaft 531 engages the detent upon shaft 499 within shell 530, thereby preventing emergence of shaft 499 when the manifold vacuum drops.

Release of accelerator 521 causes shaft 531 to witlr draw from contact with shaft 499 and expands spring 539, so that, with stalling of the motor, shaft 499 is allowed to emerge from housing 530, to move shaft 518 endwardly and thereby shift arm 515 counterclockwise about its frog end 516 .to engage the shoulder 528 of accelerator shaft 526 whereupon, with downward movement of the acas flexible shaft 534 engages at itsiprojected end with the 7 shift lever of the transmission, the shift lever is moved to neutral position for safe starting of the motor.

While a plunger such as 531 is employed to hold shafts 499, 61, 155, 282, and 467 of the preceding views, in withdrawn position while accelerating, it is obvious that other techniques may be substituted. i

For example, in FIG. 21 is'shown a diaphragm type neutral starter in which the diaphragm is'held in a withdrawn position against fading vacuum, due to load on the motor under operating conditions, by means of a solenoid holding coil. Diaphragm assembly 540, mounted securely and rigidly against the automatic transmission 541 by means of brackets (not shown) carries shaft 542 which rides in an elongated cut'543 of shift lever 544 pivoting and projecting into transmission 541 at 545, shaft 542 shown to be in a reverse gear position and abutting collar .546 securely attached to shaft 542. Shaft 542 projects through opening 547 of shell 548 and through an enlarged recessed head 549 threadably engages shaft 550', preferably of soft iron. Shaft 550 carries raised shoulder 551 forming a collar for gripping along with 549 the apertured dished plates 552 and 553 and non-conducting disc 554 in the rim of which is gripped conductor ring 555 between which is compressed flexible diaphragm 556. Shaft 550 is drilled at the opposite projecting end to accept ball end .557 of flexible shaft 558 and to threadably receive apertured cap 559 through the center of which passes flexible shaft 558.

Shell 548 of diaphragm housing assembly 540 has threaded into its 'face through threaded openings apertured discs 561 and 562 composedof electrically nonconducting material such as Bakelite, terminal screws 563 and 564 being threaded through their centers to project inwardly from the outer face of shell 548 in alignment with conductor ring 555, shell 548 also carrying air port 565.

Shell 566 joins shell 548 through rivets,- generally'designated as 567, to form a tightly sealed, enclosed area, the outer periphery of diaphragm' 556 being gripped therebetween. Shell 566 carries vacuum port 568 and has formed in its face recessed'and projected end 569, 'aper- ,tured at the center to threadably receive flexible shaft housing 570, as Well as to carry in its hollowed interior pressed-in solenoid coil 571. Electrically non-conducting discs 572 and 573 thread into openings on the face of projected end 569, and through their apertured'ce'nters receive terminal screws 574 and 5'75 for connection to the opposite ends of the winding of coil 571. Expansion 

1. IN A VEHICLE HAVING A MOTOR, THE COMBINATION OF A POWER TRANSMISSION ADJUSTABLE TO TRANSMIT POWER AND NOT TO TRANSMIT POWER, A MOVABLE CONTROL MEMBER TO ADJUST SAID TRANSMISSION, A STARTER FOR THE MOTOR, A CIRCUIT FOR OPERATING THE STARTER, A KEY-OPERATED IGNITION SWITCH, SPACED TERMINALS ADJACENT SAID SWITCH AND IN SERIES IN SAID CIRCUIT, A CONTROL SWITCH IN SERIES IN SAID CIRCUIT, MEANS RESPONSIVE TO NONOPERATION OF THE MOTOR FOR CLOSING SAID CONTROL SWITCH AND FOR MOVING SAID CONTROL MEMBER TO AD- 